Car top boat carrier



6 Sheets-Stieet l H. P. INGRAM CAR TOP BOAT CARRIER m o w mh urn July28, 1959 Filed Ngv. 6, 195'! ATTORNEYS July 28, 1959 H. P. INGRAM CARTOP BOAT CARRIER 6 Sheets-Sheet 2 Filed Nov 6, 1957 ATTORNEYS y 1959 H.P. INGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. 6, 1957 6 Sheets-Sheet 3 INVENTOR 547-.[nyra m BY I ATTORNEYS y 1959 H. P. I'NGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. e, 1957 G'Sheets-Sheet 4 INVENTOR HPJnyra W1.

" BY 4,,- MZM ATTORNEYS July 28, 1959 H. P. INGRAM 2,896,804

CAR TOP BOAT CARRIER 6 Sheets-Sheet 5 led Nov. 6, 1957 INVENTOR Hfifnyramy BY I AT RNEY July 28,1959 H. P. INGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. 6, 195? 6 Sheets-Sheet 6 I NVEN TOR.

. jjfffnyram- CAR TOP BOAT CARRIER Harold P. Ingram, Woodburn, Oreg.

Application November 6, 1957, Serial No. 694,763

Claims. (Cl. 214450) The present invention relates to car top boatcarriers and particularly to carriers having means thereon for hoistingthe boat into carrying position.

The primary object of the invention is to provide a car top boat carrierhaving means thereon for lifting, inverting and loading a boat thereon.

Another object of the invention is to provide acar top boat carrier inwhich the mechanism is constructed so that the boat can be loadedthereon by one man.

A further object of the invention is to provide a car top boat carrierof the class described above, which is inexpensive to manufacture,simple to mount on the vehicle and which is light in weight so as not toencumber the car unnecessarily.

Other objects and advantages will become apparent in the followingspecification when considered in light of the attached drawings inwhich:

Figure l is an end elevation of the invention shown partially brokenaway for convenience of illustration.

Figure 2 is a fragmentary top plan view of the invention.

Figure 3 is a fragmentary side elevation of the invention.

Figure 4 is a fragmentary transverse cross-section taken along the line44 of Figure 2 looking in the direction of the arrows.

Figure 5 is an enlarged fragmentary transverse crosssection taken alongthe line 55 of Figure 2 looking in the direction of the arrows.

Figure 6 is a semi-diagrammatic perspective view of the carrier shownremoved from the car.

Figure 7 is an enlarged fragmentary vertical crosssection taken alongline 77 of Figure 2 looking in the direction of the arrows.

Figure 8 is an enlarged fragmentary transverse crosssection taken alongline 8-8 of Figure 2 looking in the direction of the arrows.

Figure 9 is an enlarged fragmentary vertical cross-section taken alongline 9-9 of Figure 1 looking in the direction of the arrows, with thecarriage bar in dotted line position.

Figure 10 is an enlarged fragmentary vertical crosssection taken alongthe line 10-10 of Figure 2 looking in the direction of the arrows.

Figure 11 is an enlarged fragmentary vertical crosssection taken alongthe line 1111 of Figure 1 looking in the direction of the arrows.

Figure 12 is an enlarged fragmentary detailed illustration of theadjustable foot.

Figure 13 is a perspective view of a modified form of the invention.

Figure 14 is a fragmentary end elevation of the device illustrated inFigure 13.

Figure 15 is an enlarged fragmentary top plan view of the carriage.

Figure 16 is an enlarged fragmentary vertical crosssection taken alongthe line 16--16 of Figure 14 looking in the direction of the arrows.

Tjnited States Patent 0 f Figure 17 is an enlarged detail of the boatengaging portion of the carriage illustrated in Figure 14.

Figure 18 is an enlarged fragmentary transverse crosssection taken alongthe line 18-18 of Figure 13 looking in the direction of the arrows.

. Figures 19 through 22 are semi-diagrammatic end elevations of theinvention illustrating several positions of the parts when loading theboat.

Referring now to the drawings in detail wherein like referencecharacters indicate like parts throughout the several figures, thereference numeral indicates generally a car top boat carrier and loaderconstructed in ac cordance with the invention.

The car top boat carrier and loader 30 is constructed for attachment toa conventional motor vehicle 31. The car top boat carrier and loader 30includes a pair of spaced apart parallel longitudinally extending framemembers 32 and 33 secured at their forward ends to the opposite ends ofa transversely extending support 34. The support 34 has curved topengaging pads 35 and 36 secured to its opposite ends engaging the top ofthe motor vehicle 31 and maintaining the support 34 in spaced horizontalrelation.

A post 37 is detachably secured to the rear end of the frame member 32and is provided with a downwardly and rearwardly sloping ofiset portion38 terminating in a vertical portion 39 having a hook 40 securedthereto. A post 41 is detachably secured to the rear end of the framemember 33 and has a downwardly and rearwardly sloping lower portion 42terminating in a vertical portion 43 having a hook 44 secured to thelower end thereof.

The motor vehicle 31 has a bumper 45 of conventional design on the rearend thereof and a pair of eye bolts 46, 47 are secured to the bumper 45to receive the hooks 40, 44 respectively. The posts 37 and 41 supportthe rear ends of the frame members 32, 33 maintaining the frame members32, 33 in a horizontal plane.

An arched bow 48 extends between the posts 37, 41 and has its oppositeends secured thereto by securing elements 49.

A generally rectangular tubular track member 50 extends transversely ofthe vehicle 31 in overlying relation to the support 34 and is securedthereto by securing elements 51. A second generally rectangular tubulartrack member 52 extends parallel to the track 50 rearwardly thereof inoverlying relation to the bow 48 and to the rear ends of the framemembers 32, 33. The track member 52 is secured to the bow 48 by means ofsecuring elements 53.

An elongated shaft 54 extends longitudinally of the motor vehicle 31closely adjacent to the frame member 32 and arranged in spaced parallelrelation thereto. The shaft 54 is supported beneath the track 50 and thetrack 52 by means of journal bearings 55 secured to the outer end of thetrack members 50, 52. A sprocket 56 is keyed to the rear end of theshaft 54 and a second sprocket 57 is arranged adjacent thereto on ashaft 58 journaled in a plate 59 extending between the post 37 and thebow 48. A crank 60 is connected to the shaft 58 and the sprockets 56 and57 have a chain 61 trained thereover. Rotation of the hand crank 60causes the sprocket 57 to drive the sprocket 56 and hence rotate theshaft 54. A cable drum 62 is keyed to the shaft 54 adjacent the trackmember 52 and a second cable drum 63 is keyed to the shaft 54 adjacentto track member 50.

A circular rack 64 is keyed to the shaft 54 adjacent to the drum 62 anda pawl 65 pivoted at 66 to the track member 52 is arranged to engage thecircular rack 64 to permit rotation of the shaft 54 in a clockwisedirection as viewed in Figure 8 while restraining it from movement in acounter clockwise direction. The pawl's '65 may be disengaged from thecircular rack 64 to permit the shaft 54 to turn in a counter clockwisedirection when this is desired.

A track extension 67 is arranged in axially aligned relation to thetrack and has a rectangular pin 68 secured therein and projecting intothe track member 50. A post 69 has a pin 70 on its upper end whichengages through a bore 71 in the track extension 67. The post 69 has anintermediate section 72 detachably secured thereto by a coupling 73 anda lower portion 74 telescopically positioned in the section 72 andadjustably secured therein by a set screw 75. The lower section 74 isprovided with a ground engaging foot 76 so that the track extension 67is supported from the ground.

An identical track extension 67 is arranged in axial alignment with thetrack member 52 and supported on the post 69 as can be seen in Figure 6.Each of the track extensions 67 have a pair of spaced parallel generallytriangular plates 77, 78 secured to opposite sides thereof. The plates77, 78 are each provided with an upstanding prong 79 at their outer endsand a recess 80 arranged slightly inwardly thereof. A stop pin 81extends between the plates 77, 78 for reasons to be assigned. The endsof the track members 50, 52 adjacent the shaft 54 are provided withupstanding stop members 82 for purposes to be described.

An elongated bar 83 of generally rectangular crosssection is providedwith upstanding generally triangular gunnel engaging stops 84, 85arranged at opposite ends thereof and is further provided with rollers86, 87 journalled therein and projecting through the lower face thereof.A pair of guide plates 88, 89 are arranged in spaced parallel relationon opposite sides of the bar 83 adjacent the roller 87. A second pair ofspaced parallel guide plates 90, 91 are secured to the bar 83intermediate the opposite ends thereof. A transversely extending pivotpin 92 extends through the bar 83 and projects on opposite sides thereofintermediate the opposite ends of the bar 83 and lying between the stop84 and guide plates 90, 91. A V-pulley 93 is journalled on a pin 94carried by the bar 83 in inwardly spaced relation with respect to thebar 83. The bar 83 is arranged on the track member 52 with the guideplates 88, 89 and the guide plates 90, 91 extending downwardly onopposite sides of the track 52 as can be seen in Figure 9. The rollers86, 87 engage the upper surface of the track member 52 and the trackextension 67 to permit the bar 83 to roll freely inwardly and outwardlythereon. A second bar 83 of identical construction is mounted on thetrack 50 and has the V-pulley 93 thereof arranged on the 0pposite side.The'pin 92 on the bar 83 engages in the recess 88 in the plates 77, 78so that the bar 83 can pivot thereabout into engagement with the stop 81as seen in Figure 5. A cable 95 extends from the cable drum 62 and istrained over the pulley 93 on the bar 83 mounted on the track 52 andextends to a hook 96 secured to the rear end of a boat 97. A cable 98extends from the drum 63 and is trained over the pulley 93 on the bar 83associated with the track member 50 and extends to a hook 99 secured tothe forward end of the boat 97.

In the use and operation of the invention, the bars 83 are positioned asillustrated in Figure 6 with the cables 95, 98 trained over the pulleys93 and engaged with the hooks 96, 99 respectively in the boat 97. Thehand crank 60 is turned winding the cables 95, 98 in on the drums 62, 63respectively raising the boat 97 until the gunnels thereof engageagainst the side of the bar 83 from which the stops 84, 85 project withthe gunnels positioned between the stops 84, 85. Further winding of thedrums 62, 63 cause the bars 83 to pivot about the pins 92 until theycome into contact with the tracks 50, 52 in a horizontal position.'Still further winding of the drums 62, 63 cause the bars 83 to moveinwardly on the tracks 50, 52 until the boat 97 overlies the car 31. Theboat 97 is tied down to the frames 32, 33 by any suitable means. Thetrack extension 67 and posts 69 are then removed, collapsed, and storeduntil the boat is to be removed.

In removing the boat 97 from the car top carrier and loader 30 the aboveprocedure is reversed, except that the boat 97 is pushed by handoutwardly until the bars 83 have the pins 92 thereof in contact with therecesses 80.

Referring now to Figures 13 through 22, a modified form of the inventionis illustrated wherein a combined car top carrier and boat loader 100has a pair of longitudinally extending spaced parallel frame members101, 102 having their forward ends secured to a transverse support 103,and their mid portions supported on a second transverse support 103. 103have pads 104 at the opposite ends thereof for engagement with the roofof a motor vehicle. A post 105 is detachably secured to each of theframe members 101, 102 at the rear thereof. The posts 105 havedownwardly and rearwardly sloping portions 106 terminating in uprightportions 107 having a hook 108 secured to the lower end thereof.

A shaft 109 extends longitudinally of the carrier 100 and is journalledbeneath a forward rectangular tubular track member 110 at one end and arear-rectangular tubular track member 111 at the other end. Drums 112,113 are keyed to the shaft 109 and a drive sprocket 114 is keyed to therear end of the shaft 109 in position to be driven by a chain 115trained over the drive sprocket 116. A bow 117 has the opposite endsthereof secured to the post 105 as can be seen in Figure 14. A trackextension 118 is detachably secured to each of the track members 110,111 and is provided with a downwardly and outwardly sloping centralportion 119 terminating in an upright portion 120. A leg 121 istelescopically engaged in the bottom of the upright portion 120 and isadjustably secured therein by a set screw 122. The leg 121 has a foot123 on the bottom thereof for engagement with the ground.

A carriage generally indicated at 124 includes a pair of horizontallyextended frame members 125, 126 having their opposite ends connected byspaced parallel transverse frame members 127, 128. The longitudinalframe members 125, 126 are provided with ears 129 arranged in spacedparallel relation at each end of the frame members 125, 126 and having aroller 130 journalled thenebetween at each end of the frame members 125,126 for engagement with the track members 110, 111 and the trackextensions 118. An inwardly offset plate 131 is secured to each of theframe members 127, 128 at each end of each of the frame members 125, 126and have a rub pad 132 secured thereto for engagement with the outerside of the tracks 110, 111 and the track extensions 118 as is shown inFigure 16 to maintain the carriage 124 in position on the tracks 110,111 and track extensions 118. The frame members 127, 128 are eachprovided with stops 133 at the inner end thereof for engagement with thegunnel of a boat 134. The opposite end of the frame members 127, 128 areprovided with a plate 135 pivotally mounted between a pair of ears 136for engaging the side of the boat 134 as shown in Figure'14. i

The carriage 124 is provided with a pair of guide pulleys 137, 138mounted on the frame member 102. 'A cable 141 extends from the drum 112over the pulley 137 and outwardly to a connection at 142 where it issecured to the outer gunnel of the boat 134. A second cable 143 extendsfrom the drum .113 over the pulley 138 and is connected to the outergunnel of the boat 134.

In the use and operation of the invention, the boat 134 is arranged withone side thereof in engagement with the plates 135 on the frame members127, 128 and the cables 141 and 143 are connected to the outer gunnel ofthe boat as shown in Figure 14. The shaft 109 is turned by means of thesprockets 1'14, 116 and chain The transverse supports 115 so that thecables 141, 143 are wound on the drums 112, 113 respectively. Thewinding of the cables 141, 143 on the drums .112, 113 lifts the outeredge of the boat 134 while the inner edge is supported on the plate 135so that the boat is inverted on to the carriage 124, between the plate135 and the stop 133.

After the boat 134 has been inverted on the carriage 124, continuedwinding of the cables 141, 143 on the drums 112, 113 will cause thecarriage 124 to move on the track extensions 118 and the tracks 110, 111until the carriage 124 is centered on the car top carrier and boatloader 100.

The boat 134 is then tied to the frame members 101, 102 in any desiredmanner, and the track extensions 118 are removed from the tracks 110,111 and stored until the boat 134 is to be removed.

In removing the boat 134 from the car top carrier and loader 100, thereverse of the aboue operation is performed with the exception that thecarriage .124 is pushed by hand until it starts down the sloped portion119 of the track extensions 118 whereupon gravity will move the boat 134and carriage 124 to a position for unloading the boat 134.

The hooks 108 on the lower ends of the posts 105 engage eye bolts 46, 47in the bumper 45 in the same manner that the posts 37, 41 are engaged inthe preferred form of the invention.

The boat loading apparatus works from the side of the car. Theimportance of this feature is in connection with trailer houses whichare hooked up to the motor vehicles and which need not be disturbedeither in loading or unloading the boat with this invention.

Having thus described the preferred embodiment of the invention, as wellas a modification thereof, it should be understood that numerous otherstructural modifications and adaptations may be resorted to withoutdeparting from the scope of the appended claims.

What is claimed is:

1. A car top boat carrier comprising a frame supported above a vehicle,an extension frame detachably secured to said first frame at one endthereof, adjustable means on said extension frame supporting saidextension frame from the ground, tracks extending transversely of eachof said frames, a boat support means transversely movable on said framesfrom a tilted loading position on said extension frame to a horizontalloaded position on said first named frame, and cable means on said,first named frame engaging with said boat for initially bringing saidboat into contact with said boat support means and then moving saidsupport means into loaded position on said first named frame.

2. A device as claimed in claim 1 wherein said track is horizontal andsaid support means pivots about a longitudinally extending pivot fromloading position to loaded position.

3. A device as claimed in claim 2 wherein a pulley is mounted on saidsupport means and said cable means is trained over said pulley whenlifting said boat into contact with said support means.

4. A device as claimed in claim 1 wherein said support means comprises acarriage and said cable means is connected to said carriage and to saidboat whereby said boat can be lifted into engagement with said carriageand said carriage moved into loaded position on said track.

5. A device as claimed in claim 4 wherein pivoted igunnel engaging meansare mounted on said carriage for holding one edge of said boat while theother edge is moved into loaded position on said carriage.

References Cited in the file of this patent Van Nest Aug. 23, 1955'

